US1502241A - Railway-car truck - Google Patents

Description

july 22 l924. 1,502,241

H. FORD RAILWAY CAR TRUCK Filed Jan. a, 1922 5 sheetssheet l July 22 1924.

v H. FORD RAILWAY CAR TRUCK Filed dan. 8, 1922 5 Sheets-Sheet 2 Stro-149444 1922 5 sheets-Sheet H. FORD RAILWAY CAR TRUCK Filed dan. 8,

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H. FORD RAILWAY GAR TRUCK 1922 5 Sheets-Sheet 4 Filed Jan. l8

Patented duly 22,I 1924..

l C E ATENT RAILWAY-GAR TRUCK.

Application led July 8, 1922. Serial No. 573,624.

To all whom t may concern:

Be it known that I, HENRY FORD, a citizen of the United States of America, re-, sidin yat Dearborn, in the county of Wayne and tate of Michigan, have invented certain new and useful Improvements in -Railway-Car Trucks, of which the following is a specification, reference being had therein to the accompanying drawings.

In my pending application filed May 13, 1921, Serial No. 469,146, there is disclosed an automotive railway car including trucks, a power plant and a transmission mechanism. The'power plant is made the subject matter of an application filed Jan. 3, 1922, Serial A No. 526,539; the transmission the subject matter -of a companion application iiled under even date, and this -application is directed to the trucks which have been especially designed for my automotive railway car, but whichare capable of general use in connectionwith rolling stock.

Trucks in accordance with my invention may be characterized in the following particulars:

First, each truck includes a novel spring support for a bolster and a car frame adapted to be yieldably supported from the bolster, the arrangement of springs being such as to provideprimary and secondary cushioning means for a car body or frame relative to axles of the truck.-

Second, there is an arrangement of axles, one of which isyinert and the'other adapted to be driven by power transmission means extending across the inert axle in a plane with the driven axle and operatively -connected thereto, such arrangement of the operatingv means being permissible by virtue of the configuration of theinert axle.

Third, the -arrangement whereby one axle of each truck is a 'driven axle. y

Fourth, the usual rigid side frames of a railway truck 'are Veliminated and` leaf or laminated springs substituted thereforin a manner that will insure a safe and durable construction and atthe same time afford a degree of resiliency or flexibility which is desirable in trucks to eliminate rail pounding and vibrations, and at the same time reduce wear particularly when atruck travels on a curved section of track. V

Fifth, the construction entering into my truck, permits of the arts being expeditiously assembled, rea ily inspected and easily lubricated.

The above are a few of the features of this invention, and reference will now be had to the drawings, wherein- Figure 1 isa plan of one of the trucks, partly broken away;

Fig. 2 is a longitudinal sectional view of the truck, partly in elevation;

Fig. 3 is a cross sectional view of the truck taken on the line III-III of Fig. 1; Fig. 4 is an enlarged longitudinal sectional view of a portion of the truck taken on line IV-IV of Fig. 3;

Fig. 5 is a horizontal sectional view of the driven axle assembly;

' Fig. 6 is a side elevation of a wheel hub construction forming part of the drive axle assembly, and

Fig. 7 is a longitudinal sectional view of` the inert axle assembly taken on the line VII-VII of Fig. 1.

The inert axle.

Referring to Fig. 1 the-inert axle may be considered as being at the inner end of the truck for the reason that the power transmission mechanism` extends longitudinally of the truck and across the inert axle. The axle assembly is best shown in Fig. 7 and the axle proper is .designated 1 and has a central dropped or depressed portion 2 providing clearance for a longitudinally disposed drive shaft 3 extending across the depressed portion 2 of the axle, at a right angle thereto and intersecting the axis of the greater part of the inert axle.

f In forging or forming the axle 1, its ends are provided with stepped -portions 4, 5, 6, I

7 and 8. Keyed or'otherwise fixed, as at 9, on each steppedl portion 4is thehub 10'of a .set of. parallel vertically disposed brackets 11 extending above and'below the steppedl portion 4l of theaxle and the ends of the brackets 11 are. formed' with split clamping members 12in which maybe clamped tubular shackle or l'spring bolts or pins 13. The brackets 11 are rigid relative to the axle 1 and are used, ina manner as hereinafter set forth, for constantly. maintaining the axle 1 in a dened position.

0n the stepped portions 5 and ,7 of the axleare mounted inner race members 14 of anti-frictional bearin s, said inner race members being space apart by spacing sleeves 15 on the stepped portions 6 of the axle 1. Surrounding the inner race members 14 are outer race members 16 and bQ- tween said inner and outer race members are anti-frictional balls or rollers 17.

Onthe outer race members 16 are the hubs 18 of flanged wheels 19, and the anti-frictional bearing surrounding the stepped portion 5 of the axle is mounted in the inner face or end of the hub 18 and retained therein by a conventional form of dust guard 2O secured to the hub 18 and engaging the hub 10 of the brackets fixed on the stepped portion 4 of the axle 1.

The anti-frictional bearing which surrounds .the stepped portion 7 of the axle v1 is set in the outer face or end of the wheel hub 18 against an annular flange 21 and is held in place by a nut 22 or other holdfast device mounted on the stepped portion 8 of the axle. A suitable cap 23 is secured to the outer face or end of the wheel hub 18 to enclose the outer end of the axle and cooperate with the wheel hub 18 in providing a lubricant chamber in which grease or a heavy lubricant may be placed to insure free rotation of the flanged wheel 19 relative to Ithe end of the axle. The dust guard 20 prevents excessive'waste of the lubricant at the inner end o f the wheel hub.

T he Zine axle.

Figs. 1, 3 and 5 are relied upon to show the live axle assembly and the axle, per se, is designated 24 and in forging, forming or machining the axle it is provided with collars 25, 26 and 27 and with longitudinal and circumferentially disposed grooves or rib-ways 28 adapted to receive complemental ribs 29 onthe inner cylindrical wall of a longitudinally split bushing 30. This bushing has an outer tapered wall and an end flange 31 said wall tapering inwardly from the flange or outer end of the bushing. The flange has a series of openings 32 to receive screw bolts 33 adapted to engage in the outer end of a flanged wheel hub 34 having a tapering bore to receive the bushing 30. The screw bolts 33 are adapted to be tightened to draw the wheel hub 34 and the bushing 30 together, and in doing this the split bushing is contracted about the axle to such an extent that it cannot be slipped therefrom, thereby establishing a driving relation between the axle and the hub. The flange 31 of the bushing has diametrically opposed openings 35 with the walls thereof screwthreaded and adapted to receive two of the screw bolts 33 when it is desired to extract or force the bushing 30 out of the wheel hub 34. When the screw bolts are screwed in the openings 35, the inner ends of the screw bolts will engage the louter I o end of the wheel hub 34 and by tightening or further sdrewing the two screw bolts the bushing willI be -forced outwardly and can be removed from the outer end of the axle. Then the wheel hub can be easily removed of, and the cap 38 inclosing the member d 37 and the flange 31 of the bushing 30..

lnclosing the live axle 24 are axle tubes 39 connected by a differential housing 40 and the inner ends of the axle tubes 39 have integral bearings 41 provided with bushings 42 in which are journaled the collars 25 and 26 of the axle 24, the collar 25 be-I ing' of sufficient length to permit of a beveled gear wheel 43 being` mounted thereon. The housing 40 has a hand hole 44 normally closed by a cover 45 and coaxially offthe hand hole 44 is a detachable hollow housing extension 46 provided with anti-frictional bearings 47 and a spacing sleeve 48 for a gear shaft 49 axially of the extension 46. The rear or inner end of the shaft 49 has a beveled gear wheel 50 meshing with the beveled gear wheel 43 of the axle 2.4. The outer or front end of the gear shaft 49 extends through a dust guard 51 suitably connected to the housing extension 46 and terminates at a conventional form of coupling 52 by which'the gear shaft 49 is connected to the longitudinally disposed drive shaft 3. Various forms of universal coupling may be used for this shaft connection.

The outer ends of the axle tubes 39 terminate in hollow cylindrical heads 53 containing anti-frictional bearings 54 against the collars 27 of the axle 24 and the antifrictional bearings 54 are retained in the heads 53 by dust guards 55 engaging the axle 24 and the inner ends of the wheel hubs 34. Integral with the heads 53 are sets of brackets 56 extending above and below said heads, said brackets being similar to the brackets 11 of the inert axle assembly, insomuch, that the brackets 56 terminate in split clamping members 57 for shackle or spring bolts or pins 58.

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' the long leaves of the springs 60 and thejv the bolster maintains a spaced relation be-V Y Suspended or bolts 72 of the yframes 62 are suspension lar frame v62 fixed on the short leaf of the spring 59 by U-bolts63', a bottom plate 64 and nuts 65. The top of the frame 62 affords a perch 66 .for the long leaf of the spring 60 and' said spring 'Holster spring. i l p pivotally mounted on the frames or hangers v74 having'the barrels 7 thereof provided to receive thebolts 72 and ,said-barrels are. reinforced by ribs 76. Mounted in the lower lends of the frames are bolts or pins 77 supporting the end eyes 78 of a transversely disposed laminated upwardly bowed or` arch shape bolster spring. 79, The centralportion of the springl 7 9 as best shown in Fig. 4, is inclosed by a'housing 80 and a detachable bottom plate 81, said housing and bottom plate .being connected by a plurality of vertically disposed nut equipped bolts 82. Upposed walls able in`or against wear plates .83` mounted against the inner walls of parallel channel members 84 forming part of a transversely disposed bolster. The backs or vertical flanges of the channel members-84 confront each other and the backs or at the ends of the bolster, are cut away, as at 85, to permit of the ends of the bolster being held relative to the side springs 60. By reference to Fig.2 it will be noted that the ends of the lower lateral flanges of the channel members 84 are sandwiched between perches 66 of the frames 62, while the ends of the upper lateral vflanges of the channel members 84 extend under the top plates 69 and on to intermediate plates 85 on the spring 60. The top plates 69 extend along the upper lateral flanges ofthe channel members 8 4 and are riveted or' othergise connected thereto, as best shown in The fabricated bolster constitutes a transverse tie member between the side springs 60 connecting the suand with the frames 62 perposed. side springs itis apparent that the side springs ,will'prevent excessive lateral swaying `of the bolster. Vertical adjustment of the bolster, however, is not interfered with and the bolster springs 79 will cooperate with the side springs 59 and 60 in cushioning said bolster.

The top of the housing 80 is formed to provide an annular bed 86 and a concentric v is held on, thel f perch by straight bolts 67,v U-bolts 68, va -top gb with bushings orliningsbrought to of the housing 80 are slid vertical anges guide or bearing 87 alining with a similar I guide or bearing 88 of the and 'the spring 79 has .avertical opening 89 providing` clearance for a king vpin or bolt 90 extending through the guides or earings 87 and 88. Slidable on the annular bed 86 is a lshim or wear member 91 lmounted ina turn table 92' through which bolt 90 extends, and on the the king pin or turn ta le 92 is a sill 93for disposed car frame or girdr form artv ofa car body or platform` (not shown To prevent excessive side tilting of the frame frame or gil-der has` shoes 95, best shown in Fig. 3, adapted to engage pad'sor brackets 96mounted on the ends of al1-'intermediate leaf 97 of the bolster spring l the said spring leaf being of vsufficient length to pera transversely mit of its ends being placed infa horizontal plane not only to support theY pads or brackets 96,y but angular stopl members 98 held in place yby the same fastening means as the pads or brackets 96'and adaptedto vengage the bolster 79 when 'excessive pressure is bear on the pads or brackets 96.

en using my `railway car Aequipped with trucks as herein described, I found that the sidesprings 59v and 6() compensated forthe ordinary jars and 'vibrations set up while traveling and of course flexure of these side strains cause 'the inert axle as'- sembly to move relative to the live axle assembly, but under normal or smooth traveling conditions a constant relation is maintained, between the axle assemblies of the truck. It is only a heavy load or excessive vibration that fabrication of this spring is much heavier than that of the-side springs. If the bolster `spring 79 is iexed the lower yends vof the suspension frames 74 swingoutwardly while tween the superposed4 side frames without any danger of the upper springs 60 spreadn at I claim is 1. A railway car truck comprising axle assemblies, means disposed in parallelism and connecting said axle assemblies so that one of s aid from the other axle assembly, `and` means 94 adapted to or girder 94 the lower'face of said" the conmodical tions as fall within the scope of the ap pended claims.

axle assemblies may move to andy bottom plate 817 brings the bolster spring 79 into action' and it will be noted lthat the.

' ,transmitting power to one of assemblies, arched laminated springs said axle assemblies, one of said axle assemblies including an axle having a depressed portion providing clearance for said power transmitting means.

A2. A railway car truck comprising axle 1sposed in parallelism and connecting sai axle assemblies so that one axle assembly may move to and from the other axle assem'bly,y a bolster connecting said springs, and means transmitting powerV to one Aot said axle assemblies. 3. A railway car assemblies, parallel sets of connected superposed arched springs connecting said axle assemblies with the ends of said springs held above and below said axle assemblies and one axle assembly capable of moving to and from the other axle assembly, andmeans transmitting power tolone'of said axle assemblies.

4. A 'railway car truck comprising an inert vaxle assembly, a live axle assembly, and longitudinally disposed bolster cushioning means connecting said axle assemblies with said means permitting one axle assenibly. to move to and from the other axle u assembly.

,5. A railway car truck as called for in claim 4, and means extending across the inert axle assembly adapted to transmit power to the live axle assembly.

6. A railway car truck as called for in claim 4, wherein said means includes set-s of superposed laminated springs, one spring of each set being in a planepabove the axle assemblies and the other spring .of each set being in a plane below the axle assemblies.

7 A railway car truck comprising axle assemblies, longitudinally disposed springs connecting said axle assemblies, a car frame, and a single laminated arched spring sup* porting' saidcar frame and connecting said springs, said single spring possessing greater rigidity than said longitudinally disposed springs.

8. A railway car truck comprising axle assemblies, sets of superposed springs connecting said axle assemblies, frames connecting the springs of and car 4frame supporting means having its ends suspended in said frames.

truck comprising axlek 'claim 12, wherein rotherlthan on said axle,

each set, a car frame,

9. A railway car truck as called for in claim 8, wherein one spring of each set is in a plane above said axle assemblies and the other spring of each set in a plane below the axle assemblies.

10A railway car truck as called for in claim 8, wherein said car frame supporting means is in the form of an arched laminated spring adaptedsto be flexed after iexure of said superposed springs.

11. A railway car truck as called for in claim 8, and a bolster connecting said sets of superposed springs with said car frame supporting means operable through said bolster.

12. A railway car truck comprising axle assemblies, side springs connecting said axle assemblies, a bolster connecting said side springs, a car frame, a spring having its ends supported from said side springs, and a housing on said spring slidable in said bolster and supporting said car frame.

13. A railway car truck as called for in claim 12and frames connected to said side suspended in said frames.

14. A railway cary truck as called for in said side springsv are arranged in sets with the bolster connected to one spring of 'each set.

15. The combination of a truck, a car frame, a laminated leaf spring carried by said truck'and supporting said car frame, and pads .carried by the ends of onel of the leaves of said spring.

16. The combination set forth in' claim 15,-

and frames suspended relative to said truck and supportin the ends of said leaf spring;

17. Means or supporting a car frame, comprising axle assemblies, one of said axle assemblies having a stationary axle with brackets fixed thereon, the other axle assembly having a driven axle with brackets held and sets of superthe `brackposed arched sprlngs connecting ets of said axle assemblies.

In testimony whereof I aiiix my in presence of two witnesses,

HENRY FORD.

signature Witn'essesit E. G.,LmBoLD, J. E. HALL.

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